Single-truck spring-stabilizer.



S. A. BULLOCK.

SINGLE TRUCK SPRING STABILIZER.

APPLICATION FILED MAY 3, IQIB.

Patented June 26, 1917.

n45 Nonms PEYFRS couPNnm u1uo4wAsMlNcTON. n c

UNITED s'rArns PATENT onrion.

SAMUEL A. BULLOCK, OF PHILADELPHIA, PENNSYLVANIA, ASSIGNOR TO THE BALDWIN LOCOMOTIVE WORKS, OF PHILADELPHIA, PENNSYLVANIA, A CORPORATION OF PENNSYLVANIA.

SINGLE-TRUCK SPRING-STABILIZER.

Specification of Letters Patent.

Patented June 26, 1917.

To aZZ whom it may concern:

Be it known that I, SAMUEL A. BULLOCK, a citizen of the United States, residing in Philadelphia, Pennsylvania, have invented. certain Improvements in Single Truck Spring-Stabilizers, 'of which the following is a specification.

My invention relates to improvements in stabilizing cars which are supported on a single truck structure, particularly those which are driven from motors carried by the truck structure.

While the invention is especially adapted for use in connection with cars which are driven as single units, my invention can be used in connection with cars which are coupled together to form a train.

The object of my invention is to provide means for stabilizing a car so as to reduce the nosing to such an extent that the car will travel more evenly than heretofore.

By this invention the synchronism of the end swing of the car body is broken up and a more pleasant lateral motion is produced which is opposed to the so called objection able nosing.

In the accompanying drawings:

Figure 1 is a side view of a car, showing the body portion in outline and illustrating my invention;

Fig. 2 is a sectional view showing the spring suspension at one end of the car;

Fig. 3 is a sectional view showing the spring suspension at the opposite end of the car;

Fig. 4 is a view of a spring cap which I prefer to use; and

Fig. 5 is a plan view of the spring cap.

Referring to the drawings, 1 is the body of the car. 2, 2 are the pedestal frames which are rigidly secured to the car body in any suitable manner. 3, 8 are the boxes for the axles 4, 4 5 is a beam supported by the boxes 3 and carrying certain mechanism of the truck to which this invention does not relate. This construction is duplicated on the opposite side of the car.

6, 6 are the wheels mounted on the axles 4, 4 in the ordinary manner. Supported on the boxes are the springs 7, 7 each having a center strap 17 located in a recess in each box, and hung from the ends of the springs 7 are rods 8 carrying at their lower ends the spring caps 9 on which are mounted the coiled springs 10, each carrying a spring plate 11 which, in turn, carries a coiled spring 12 on which is mounted a cap 13 bearing against the under side of the extension of the pedestal frame 2, which is attached to the car body. The rods 8 extend entirely through the caps 9 and 13 and the spring plate 11, and have at their lower ends nuts 14 which bear against a convexed hearing 15 on the cap plate 9, so that the entire structure which forms one of the stabilizers can swing from the bearing 15, which forms the fulcrum.

It will be noticed that the coils of the springs 12 are of smaller outside diameter than those of the springs 10, thus producing a shock absorbing device. The two spring structures 16, at each side of the axles 4, form one section of a stabilizer. At the opposite end of the car is a duplicate of the construction just described, but the parts of the stabilizers 16" on each side of the axle 4 are so arranged that the fulcrum 15 is closer to the ends of the springs 7" than those of the elements 16. Each stabilizing Section 16 consists of the rod 8 cap plate 9 springs 10 and 12, cap plate 13 and spring plate 11 It will be noticed, upon referring particularly to Figs. 4 and 5, that the cap plates 9 and 9 are identical, only when the cap plate is used as indicated at 9 it is inverted and the nut 14 is located within the cap plate, resting against the curved bearing formed, as clearly shown in Fig. 4. By this construction, all of the springs 10 and 10 are of the same size and length, and all of the springs 12 and 12 are of the same size and length. But the length of the rod 8 between its fulcrum and the spring 7 is greater than the length of the rod 8 between its fulcrum and its spring 7 I have found that where all of the rods are of the same length and there is any unevenness in the track, the body of the car will nose considerably, due to the synchronism of the swing of the car body, but by making the fulcrum of the rods of the spring stabilizer at one end of the car body of a different length from those at the other end of the body, the synchnonism is broken and an exceedingly pleasant floating action is produced.

I claim:

1. The combination in a car body, of a body portion; a single truck under the body portion and having two pedestal structures at each end of the car; boxes mounted in the pedestals; axles located in the boxes; semielliptic springs mounted on the boxes; and a spring stabilizer suspended from the end of each spring, the upper portion of each stabilizer bearing against the pedestal, the spring stabilizer at one end of the car being of a different length than that at the opposite end of the car.

2. The combination in a car, of a body portion; pedestals secured to the body portion; axles mounted in the pedestals; semielliptic springs mounted on the axles; spring stabilizers at the ends of the semielliptic springs, adapted to act as both stabilizers and shock absorbers; the stabilizers at one end of the car truck being of a greater length than those at the opposite end of the car so that the swing of the car body 011 the axles at one end will be different from that at the opposite end.

3. The combination in av car, of a body portion; pedestals secured to the body portion at each end thereof; boxes mounted on the pedestals; axles adapted to the boxes;

a semi-elliptic spring mounted in each box; a rod hung from the end of each spring; a nut on the end of the rod; a cap plate supported by the nut; two springs of different diameters and different thicknesses supported one above the other by the cap plate; a cap plate at the upper end bearing against the pedestal, the fulcrums of the spring structures at the ends of the car being so arranged as to give a greater leverage at one end than at the other.

4. A cap plate for the spring suspension of a car, said cap plate having a deep dished portion perforated for the passage of a suspension rod and having an external flange at the opposite end for supporting the spring, the said cap plate being reversible.

5. A cap plate for a. spring suspension of a car having a deep dished portion perforated at the bottom and having an external flange at the upper side for supporting a coiled spring, the cap having a convexed bearing surface on each side at the opening, forming a bearing for a nut or head of a rod extending through the cap plate.

SAMUEL A. BULLOCK.

Copies 01' this patent may be obtained for five cents each, by addressing the Commissioner of Patents, Washington, D. G. 

